Aerating device for primers for internal-combustion engines



r H. KOCOUREK.

AERATING DEVICE FOR PRIMERS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 141 i918- ma ma. Patented Apr. 6,1920.

HENRY KOGOUBEK, OF CHICAGO, ILLINOIS.

AERATING DEVICE FOR PBIIERS FOK'INTEB NAL-COMBUSTION ENGINES.

Specification of Letters Iatent.

Patented Apr. 6, 1920.

Original application filed February 21, 1918, Serial No. 218,431. Divided and 'this application filed August 14, 1918. Serial No. 249,766.

To all whom it may concern:

Be it known that I, HENRY KOCOUREK, a citizen of the United States, residing at Chicago, in the county of Cook and the State of Illinois, have invented certain new and useful Improvements in Aerating Devices for Primers for Internal-Combustion Engines, of which the following is a specification, reference being had to the accompan ing drawings, forming a part thereof.

T is application is a division of my application No. 218,431, filed February 21, 1918.

The purpose of .the specific invention shown herein is -to aerate a liquid fuel charge furnished by a priming device to the manifold or other intake connection of an internal combustion engine. It consists in the elements and features of constructionshown .and described as indicated in the claims.

In the drawings:

Figure l'is a diagrammatic view showin in side elevation a priming device equipped with the specific feature constituting this invention, the priming device illustrated being that shown in my application No. 218,431.

Fig. 2 is a section at the line, 22, on Fig. 1, through the fittingwhich constitutes the connection with the manifold and embodies the aerating device of the invention of this application, the same being shown on a full sized scale.

Preferring the diagrammatic view to locate in its roper connection the specific features to which the application relates,1 is the intake manifold of. the engine to be served; 2 is the carbureter comprising the intake pipe and the float chamber in familiar form; 3 represents the vacuum fuel feed tank of common construction for supplying the carbureter; 4 is a priming reservoir from which the liquid fuel is to be drawn for priming;- 5 is. an air pump for producing pressure on the fuel in the reservoir, 4, to feed it to the mixing device shown at 6, which constitutes the specific invention of this application, and which is full shown in axial section in Fig. 2. The wings show various operating parts and pipe connections which will be understood as to their general purpose without further description.

From the foregoing, however, it will be understood that the liquid fuel isto be forced by pressure operating in the receptacle, 4,

through the fitting, 7, the pipe, 8, leading to the mixing device, 6, into the manifold.

.This fitting, 6, is a three-way fitting, having its three ways meeting at a common junction point, the first way, 6 being the stem of the T, said stem being adapted for connection with the pipe, 8, the second way, 6, being in one end of the cross of the T and open to the atmosphere, and being in line with the third way, 6 which is in the other end of the cross of the T, and adapted for connection with the manifold. The stem of the T comprises two parts, for convenience offorming in the outer part, 6", a seat at 6 for a valve, 9, opening inwardly and seating outwardly, and provided with a spring, 10, coiled around its stem for seating it. The second way, 6, has a seat at 6, for a ball valve, 11, seating outwardly and opening inwardly, and provided with a coil spring, 12, which operates to seat it. This spring, 12, extends'in the second way, 6, and in the alined way, 6", past the junction of the three ways, and is stopped at its end remote from the valve b a plug 6 which is screwed into the end 0 the third way, 6", and which besides serving the function of stopping said spring, 12, constitutes a restricted discharge from said third way, 6", into the manifold, the plug having a very small a rture, 6 for such discharge. In

the inta e mouth of the first way, 6*, in the stem of the T, there is provided a screen chamber for the liquid anterior to the valve seat in said way, said screen chamber being formed by two fine wovenwire disks, 16, 16, between which the space is filled with fibrous material, '17. "Similarly in the intake mouth of the second way, 6, anterior to the valve seat, 6, in said second way, there is a screen chamber at m, in which there is secured a screen, M, through which the air entering said way must pass, thereby preventing the drawing in of dust which might block the valve. As a further expedient for prevent,

in foreign matter passing into this way, this end of the cross of the T-fitting is provided with a spun cap, 18, which is expanded at the top and apertured as seen at 19, in the shoulder formed by the expansion and the end of the fitting is provided with notches, 20, "20, so that when the cap is pressed on against the end, free entrance of air is provided through the concealed apertures of the shoulder of the cap and through the'notches. An important feature of this fitting for the ceptacle,

discharged in through the first way of'the and second ways respectively,

' space in the fitting,

I having three ways purpose for which it is rovided consists 'in that the sprin 12, whic seats the air inlet valve, 11, is adapted to yield to less pressure than the spring, 10, which seats the valve, 9, at the liquid inlet. The operation of the device in view of this difference in the resistance of the two springs is as follows: When the engine is to beprimed, the operator presses the pump, handle, producing pressure upon the priming liquid in the re- 4, causing the priming liquid to be three-way valve fitting past the valve, 9, and out through the third way, through. the 'reduced discharge aperture, 6, and injects a fine needle-like jet into the manifold. The pressure which forces this discharge, seats the ball valve, 11, preventing the possibility of discharging through the air inlet-afiorded by the way, 6, of the fitting. In the operation of the engine producing a partial vacuum in the manifold, tending to suck the liquid fuel in through the fitting, 6, the fact that the spring, 12, controlling the air valve, 11, yields more readily than the spring, 10, which controls the fuel inlet valve, 9, causes the suction to produce inflow and jets of air only coming in past the valve, 11, to the second way, and discharging through the reduced aperture, 6, at the .end of the third Way. Upon the starting of the engine without the manual operation of the primer, the partial vacuum rising in the manifold, producing suction as described, will draw in and cause to be discharged -in a jet through the reduced aperture, 6, at the end of the third way, the small amount of liquid fuel that will be occupying the space in the third way, and extending back to the two valves in the first this liquid being followed by air drawn in past the valve, 11, through the second way, to cause this small quantity of liquid fuel to be forcibly aspirated and dispersed intermixed with air at its emergence from-the manifold. The usual situation when the engine is stopped after having been running, will be that the 6, beyond the valve and tothe discharge mouth in the manifold will be occupied by air only, and an effective mode of operating the device for priming will usually be for the operator to depress the pum plunger sufficiently only to force enough uel through the pipe, 8, to fill said space in thefitting; and then when the en gine starts, the partial vacuum resulting in the manifold will draw in the as irated charge of liquid fuel as above descri ed.

I claim 2- 1. A fitting for the purpose indicated with a common junction oint independentof each other up to that junction; a valve in the first way opening toward the junction point and a spring to seat it; a valve in the second way opening towardthe' junction and a spring to seat it which yields to less pressure than the'first spring, the third way being adapted for connection to the chamber in which the discharge is to be made. i

2. In a fitting such as indicated in claim 1 foregoing, said third way having its discharge mouth restricted relatively to the size of the valved ports of the other two ways.

3. In a construction such as defined by claim 1, the second and thirdways being alined with each other, and the third way having at its discharge mouth a plug provided with a restricted discharge aperture, the spring which seats the second men-& tioned valve being stopped by said lug 4:. In a construction such as defihed by claim 1, the second and third ways being alined and the spring which seats thevalve .in the second way being positioned extending into the third way, and an apertured plug in the discharge end of said third way which serves as a stop for said spring.

5. In a structure such as defined in claim 1, foregoing the first way having intake provided with a screening chamber anterior to v the seat of the valve in said way, said screen chamber comprisingtwo woven-wire screen disks and, a fibrous filling occupying the space between them.

6. In combination with the engine manifold a three-way fitting having one way connected with a source of primin liquid; a second way leading to the atmosp ere and a third way opening into the manifold, said third wa having a restricted discharge aperture or discharge into the manifold; a check valve in the first way openin inward, a spring to seat it in the opposite irection; a check valve in the second way opening inward, and a sprin to seat it in the opposite direction which yields to less pressure than the first mentioned spring.

I 7. In combination with the engine manifold, a receptacle for priming liquid, a device for producing pressure on the liquid in said receptacle; a duct leading from the lower part of the receptacle for connection with the engine manifold; a fitting for making said connection, having three ways meeting at a common junction point; an independent of each other up to that junction point; a valve in the first way opening toward the junction point and a spring to seat it; avalve in the second way opening toward the junction and a spring to seat itwhich yields to less pressure than the first mentioned spring, the third way being con- 125 August, 1918.

. HENRY KOCOUREK. 

